Variable speed centrifugal governor for internal-combustion engines and the like



y 1953 J. 5. JENNINGS 2,646,269 VARIABLE SPEED CENTRIFUGAL GOVERNOR FORINTERNAL-COMBUSTION ENGINES AND THE LIKE Filed June 29, 1951 6Sheets-Sheet 1 IQI 13155 i I Q I INVENTOR. JARVIS 5. JENNINGS ATTORNEYSJuly 21, 1953 J. 5. JENNINGS 2,646,269 I VARIABLE SPEED CENTRIFUGALGOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE Filed June 29,1951 e Sheets-Sheet 2 J. 5. JENNINGS 2,646,269 VARIABLE SPEEDCENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES AND THE LIKE July21,- 1953 i .6 Sheets-Sheet 3 Filed June 29, 1951 INVENTOR. JARVIS 8.JENNINGS TORNEYS Filed June 29, 1951 July 21, 1953 J. 5. JENNINGS.VARIABLE SPEED CENTRIFUGALGOVERNOR FOR INTERNAL-COMBUSTION ENGINES ANDTHELIKE- 6 Sheets-Sheet 4 1 '"IIIII/IIIIflW/IA'IIIIII/Will/III]III/II/II/I/II/I/I/IM IIII/Il/I I g 86 :5 3 I 4 l INVENTOR.JARVIS 8. JENNINGS July 21, 1953 Filed June 29, 1951 FORINTERNAL-COMBUSTION ENGINES AND THE LIKE 6 Sheets-Sheet 5 TOTAL THRUSTCDLLAR MQ/EMENT- FULL LOADTO NO LQ D JARVIS S, JENNINGS P If S V// '1Iy2 5 7 /t/ I 1/ T l 4 M/' I I/I/ O l, R

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l I l l I I WNTOR ATTORNEY July 21, 1953 J. 5. JENNINGS 2,646,269

VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR INTERNAL-COMBUSTION ENGINES ANDTHE LIKE Filed June 29, 1951 6 Sheets-Sheet 6 l 8 8 8 E :3 Q 8 g Xi 2 n5 INVENTOR JARVIS s.' JENNINGS ATTORNEY Patented July 21, 1953 UNITEDSTATES PATENT OFFICE.

VARIABLE SPEED CENTRIFUGAL GOVERNOR FOR AND THE LIKE INTERNAL-COMBUSTIONEN NE Jarvis S; Jennings, Chicago, Ill., assignorto Hoof ProductsCompany, Chicago, Ill., a'corporation of Illinois v Application June 29,1951,- Serial No. 234,222

g 11 Claims.

V 1 The present invention relates to governors and, more particularly,to an improved variable speed centrifugal governor for internalcombustion engines and the like.

It is well understood in the spring governor art that when usingspringsin which the deflection is proportional to the load, ,to resistthe centrifugal'forces in a governor, there can be only a narrow rangeof speed adjustment at which the governor can control the speedaccurately. Various methods have been employed to compensate for thediscrepancy between the rates of increase of the spring forces and the-,centrifugal forces at; engine speeds other than that for which thesprings are designed, but.

springs of non-proportional deflection rates are very difficult toproduce accurately; and the method in which the effective moments of thespring forces are varied in their capacity to resist the centrifugalforces after translation ofthe latter to rotational force about an axis,are productive of heavy bearing loads and consequent frictionsegmentalor curved yoke members for adjust ably mounting the ends of two pairs ofsprings to the intermediate portions of said segmental members, and inwhich the springs are moved substantially para'llel with the axis of thegovernor shaft so as to exert a retractive force on a thrust member-orcollar slidable on the gov ernor shaft, and inwhich the axes ofthesprings are at substantially equal angles to a plane through thegovernor shaft axisand the median line of the segmentahmembersh Theintermediateportions of said segmental members' are p'ivotally connectedto depending levers or other suitable means forchanging the tension ofthe springs 'softhat'slight variations inthe lengths andlongitudinaldisplacement of the springs, or

slight' dtaparturebf the pivot connections of the segmental members withthe levers from. the

' plane of the governor shaft axis and the median Accordingly, a primaryobject is to provide a simple, compact, eflicient and economicalcentrifugal governor for internal, combust on engines, said governor.being' provided with a spring assembly or means for accuratelycontrolling the speed of theengine over a wide range of adjustmentsg'andwhich imposes a minimum of frictionalload on theworking parts of thegovernor, thus" insuring a high degree of sensitiv ity and stability ofperformance under varying operating conditions and loads.

A further object consists iii providing a spring assembly or systemassociated with the engine governor in such a manner that the springforces are divided or distributed to facilitate control of the enginespeed below the governed speed, ei-

ther manually or by automatic means for idling theengine at low speedwhen power demands are intermittent.

' assembly forresisting the centrifugalforce of the governor at variousspeeds, including. a pair of line of the segmental members or yokes, maybe compensated;

Another object consists in associating with the centrifugal governor'and'the spring assembly, an auxiliary spring for normally holding anoperating lever against athrust collar axially slidable on the governorshaft, and with a force which is proportionally less with respect to theforce exerted by thermain spring system, at the no-load position of thethrust collar, than the force exertedby the auxiliary spring in relationto the force exerted by the spring assembly at the full-load position ofthe thrust collar. Other objects and advantages of the invention willbecome apparent from ,the' following description when taken inconjunction with the ac companying claims and drawings.

Referring to the drawings wherein, for the purpose of illustration, areshown several preferred embodiments of the invention:

Figure 1 is a plan view of a variable speed centrifugal governorconstructed in accordance with the present invention.

Figure 2 is a longitudinal sectional view taken substantiall along theline 2-2 'of Figure 1.

Figure 3 is a left-"handend view of Figure 1. Figure 4 is a right-handend view of Figure 1'. Figure 5 is a sectional view taken substantiallyalong the line 5:5 of Figure 2.

Figure 6 is a sideview of Figure l. l Figure 7 is a side view oppositeto that of Figure 6.

Figure 8 is a detail perspective view of the spring assembly and partsof the governor shaft and fly-weight structure.

Figure 9 is a detail view of the spring assembly showing in dotted linesthe springs distended and assuming a decreasing angle with the axis ofthe governor shaft, when the governor is adjusted for high speeds.

Figure is a detail view of the thrust sleeve on the governor shaft andin'dotted linesshows the thrust collar -'or member.

Figure 11 is a longitudinal central sectional view of a modified form ofgovernor and spring assembly. I n

Figure 12 is a sectional view takensubstantially along the line l2!2 ofFigure 11.

Figure 13 is a sectional view taken substan- V tially along the linel3i3 of FigurelZ.

Figure 14 shows a spring thrustforc'e chart; and

Figure 15 shows an engine performance chart.

Referring to the drawings,- t5 designates the housing of the variablespeed centrifugal governor which may be closed at one end by a removablecap 16 secured by the threaded bolts 1! (Fig. l) to the forwardor'frontend of the housing. The rear end 18 of the housing is formedwith'a central opening ['3 which is in horizontal alignment with asimilarly formed opening 20 in the cap [6 (Fig. 2). Extending into thehousing l5 so as to be'revolubly mounted therein is the governor shaft21 which has its rear end journalled in a bearing 22 positioned in theopening I9. th'ewall of the opening 2t! of the cap i6 so as to rotatablyreceive the shaft 2lwhich' extends outwardly as at 24 from the end ofthe cap I6 so as to be operatively connected inany suitable manner, notshown, to the'cranl; or drive shaft of an associated engine or the like,so as to rotate at a speed generally equal to or in excess of the speedof the engine shaft. Keyed or nonrotatably connecte'd'to the governorshaft 2i is An annularball'bearing 23 is mounted in 'a'boss 25 havingrearwardly curved diametrically disposed arms '26 (Fig. 2), to each ofwhich is pivotally connected a fiy-weight 21 by the pins 28 and theneedle-type anti-friction bearings 29. A spacersleeve 3B abuts at oneend the boss 25 and has its opposite end reduced as at 3| so as toextend through'the ball bearing '23' and be rotatably mounted therein.The opening .20 is provided with an oil-seal 32'to prevent escape of oilthrough the shaft opening during the operation of the governor. A thrusts'leeve33 is axially 'slidable on the governor shaft 2| and 'is providedat one end with an "annular flange or collar 34 (Fig. 10) and itsopposite end with an annular flange 35. The flanges '34 and '35 on thesleeve 33 are spaced from each other a sufiicient distance to receivebetween them the opposed swinging members 36 of the'fly-weights 21 (Fig.2). Each of the fly-weights 2'! has extending inwardly and radiallytoward the governor shaft 2!, an arm'3'! '(Fig. 2) having a head 38arranged to engage the outer face of the flange 34 of the sleeve 33. Thearms 31 are positioned on opposite sides of the shaft 2| so that whenthe speed of the shaft 2! is such as to cause the fly-weights 21 toswing outwardly, this movement will simultaneously cause the arms 3'! topress against the flange 34'and move the sleeve 33 axially andrearwardly of the shaft 2!. The flange on the sleeve 33 is spaced fromthe adjacent end thereof so as to provide a bearing portion 39 (Fig. 10)on which is mounted aconventional thrust collar indicated generally asat 40 and which may comprise end discs 41 and 42 and an intermediateball bearing disc 43 arranged to engage complementary annular'raceways44 "on "the opposite inner facesof the outer "tatably mounted in thehousing 15 and is positioned beneath the governor shaft 2| and in frontof the yoke member 45. A sleeve 43 keyed or otherwise non-rotatablysecured to the shaft 4'Lpreferably has extending upwardly therefrom,spaced arms 49 that project through the elongatedslot' 46 so as to bearagainst the thrust collar 40 on opposite sides of the governor shaft Therocker shaft 41 extends outwardly from one side of the housing l5 as at50 '(Fig. '5) and has clamped thereto a spring lever 51 as at 52 and hasalso connected thereto an actuating lever '53 which may be provided withspaced-depending arms 54 thatstraddle the lever 5! "and are keyed orotherwise clamped to the shaft 41 as at 55 (Fig. '7), so that actuationof either the lever 51 or 53 willcause rotationof the shaft 47. Theupper end of the lever -53 may be provided with vertically spacedopenings 56 for the purpose of adjus'tahly connecting the lever 53through suitable linkage to the throttle valve or the like of theengineor other control part thereof, so "as to regulate the flow of thecombustible'mixture from the carburetor to the engine in accordance withthe speed of rotation of the engine driveshaft andthe governor shaft 2l. The lever 51 'isconn'ected to one end of an auxiliary coil'spring 57as at 58 '(Fig. 7).. The opposite'end of the light-spring 51 isconnected as at 59 to a lug or pin 63 extending outwardl from the sideof the housing 15.

In order to resistthe thrust resultant of the centrifugal forces atVarious speeds of the engine with which the governor is associated,means in the form of a spring assembly or system is operativelyconnected to the thrust collar or member 43'so as to exert a'retractiveforce on the thrust collar and thus insure accurate control of the speedof the engine 'over a wide range of adjustments. This spring assemblyincludes an adjusting'rock shaft 5| (Fig. 5) which is rotatably mountedin the spacedb'earings 62 and '63 of the housing 15,and'ha's'an'outwardly projecting portion 64 to which is clamped orotherwise nonrotatably secured the sleeve 65 of the speed adjustinglever 56 (Fig.5). "The lower end 51 of the lever 65 is arranged toengage a threaded screw '68 carried by a lug .S'B'on the outer side ofthe housingl5 and which is provided with a polygonaltool-receiving head'53 so as to control or regulate the rotative movement of the shaft Bl'by 'the'a'xial displacement ofthe adjusting screw '68. A locking'nut Hmay be interposed between the lug 59 and the head 7!! to maintainthescr'ew 68 in'a'fixed adj usted' position. Within the housing I5 theshaftli! has mounted'thereon a pair of spaced depending levers '12, eachhaving a sleeve or hub portion 53 formed with an opening for receiving aset screw 'Hi'to maintain the lever in a fixed position on the shaft 6!(Fig. 5). The lower end of each lever 12 is pivotally'con'nec'ted by apin 15 to an intermediateportion of a segmental member or adjusting yoke'16 at points substantially in the horizontal plane of the governorshaft 2 i. As shown, the yokes 16 aresemicircular and each has a pair ofinclined springs 7-! and -38-connected "at its 'ends as :at :19. The

yoke member 35 which is movable axially on the governor shaft 2 I. Thecurved-ends of the yoke members it to which the inner ends of thesprings E? and F8 are connected, are spaced from the governor shaft 2!and so positioned that the springs ill and 18 are located outside thezone of rotation and movement of the fly-weights 21. The yoke members 16have a span of at least eight times the normal axial movement of thethrust collar Ml between positions corresponding to the full-load andno-load positions of thegovernor throttle valve lever 53. It might 'bementioned that the most favorable ratio of the span of the adjustingyokes 16 to the thrust collar 43 move ment, is a function of the ratioof'the initial and the final thrust forces at open-valve and no-loadvalve positions. In the form of governor dis-' closed, it has been foundthat a ratio of 8.3 to 1 has obtained desirable and efficient resultsthough a change in the characteristics of the weights will alter thisratio. 1 V 7 As the adjusting yokes 16 are freeto pivot on the pins at apoint relatively remote from a line through the points of support of thesprings H and 18, slight 'inequalitiesvin the length of the springs andslight departure of the adjusting lever pins 'i5from the plane of theaxis of the shaft 2! are compensated sufiiciently to obviate unbalancedlateral pull on the thrust collar 40' and sleeve 33 which might beproductiveof undesirablefriction and wear. The spaced arms 49 on theshaft 31' are yieldably held in engagement 7 with the thrust collar 99by the tension .of {the auxiliary spring 51 on the lever 5|, and thisforce is little more than what is sufficient tobalance a'ny reflexclosing force on the lever 53 due to gas velocity forces on the throttlevalve. Thus, the major portion of the force of the springs TI and i8 isdirectly opposed to the force on the thrust collar so and sleeve 33 sothatthe thrust collar normally is balanced about its axis with littleresultant friction. When a low idling device is used, very little poweris required to overcome the auxiliary spring 51 and closethe'throttle'valve, with the result that no spring-loaded telescopingthrottle is required.

It will be seen that in normal operation, the shaft 2! is rotated at orabove the speed of the engine shaft and the fly-weights 21 which areThis axial displacement of the sleeve 33 also moves the yoke member 45'toward the rear of the housing l5 and at the sametime extends the pairof springs Ti and 18 which are disposed at an acute angleto the governorshaft 2|, so

that the axes of these springs assume-decreasing angles with respect tothe axis of the shaft 2|,

orthe plane through the shaft axis and the,

median line of the spring'yokes 16, as clearly shown in dotted lines inFigure 9. This acute angle is the inside angle as contrasted to theoutside obtuse angle between a pair of springs such as H or 18.. Thus,it will be seen that the pairs of springs 11 and '18 are movable in adirection substantially parallel with the axis of the shaft 21 and exerta retractive force on the yoke member 45 and the thrust collar 43 tooppose the centrifugal force developed by the radial movement or openingof the fly-weights 21. The auxiliarys'pring 51 normally holds the arms49 on I the shaft 47 yieldably against the thrust collar 43 with a'forcewhich is proportionally less with respect to the force exerted by thespring assem- 7 ply, at the no-load position of the-thrust collar lfl,

than the force exerted by the auxiliary spring 51 in'relation to theforce exerted by the pairs of springs 11 and '18 of the main assembly orsystem at the full-load position of the thrust collar 40. It is to beunderstood that the forces referred to are thus exerted at the highestspeed for which effect of the auxiliary spring 51.

the governor is designed to operate. It will be seen that the segmentalyoke members 16 are pivotally connected to the levers 12 so that slightvariations in the lengths and deflection rates of the springs TI and 18,or slight departure of the pins 15 from the plane of the axis of theshaft '2'! and the median line of the yoke 16 may be readily lever maybe in, to meet the requirements of various installations, and also tochange-the For instance, in the position shown in dotted lines in Figure'7, the spring 51 has the effect of a weaker spring, than in the normalposition shown in solid lines. Thus, the moment of force is-a decreasingone in the case of the dotted line position of the spring 51 and anincreasing one in the normal position. It has been found that this novelarrangement may efficiently be used either to increase the sensitivityof the governor or to decrease-it, as the best and most efficientoperating conditions may require;

Thus, it will be seen that axial displacement of the yokelmember 45 byoutward swinging movement of the fly-weightsexp-ands or lengthens thepairs of springs 1'! and 18 so as to cause the application of theresultant of the forces of these angularly sup'portedsprings to beexerted directly on the thrust collar 40 and the sleeve 33 in oppositionto the centrifugal force developed by the outward movement of thefly-weights 21. The tension of the auxiliary spring 5'! for normallyurging the arms 43 into engagement with the thrust collar Ml, remainsconstant throughout the range of speed adjustment and the force of thespring?! is a relatively small part of the total spring force; It mightbe mentioned that this spring tension is usually .a little more than'isrequired to overbalance the air velocity forces which result in reducingthe torque on the butterfly valve shaft ofthe engine or in the case of avalve shaft mounted in plain bearings, the sum of such forces and thefrictional drag on the bearingsdue to the rather high loads resultantfrom the pressure differential on the upstream and downstream sides ofthe throtle valve when th latter is closed, is reduced to a minimum.

The housing 15 may be provided with the usual oil filling opening closedby the removable plug [3, also a drain plug I4 and the oil level plug14' (Fig. 1). a

In the form of the invention shown in Figure 8, the shaft 6| instead ofbeingconnected to'an adjusting lever, such as the lever 66 (Fig. 6) P evously described, is shown connected. to a lever 33 in order that thegovernor may be efficiently used in association with a tractor. Thelever 88' is positioned convenient to the drivers seat and provides awide range of iadjustments when the spring assembly :used witha tractor.

In the modified form of the invention shown in Figures 11, 12 and 13, asingle pair of angularly supported or inclined springs 85 are associatedwith the governor and substituted for the four springspreviouslydescribed. Each of the springs 84 is connected at one end as at 85 to aspring adjusting link 85 (Figure 13) which, in turn, is pivotallyconnected as at $1 to a lever 88 fixed or keyed at its upper end asat.89 to the'rock shaft 90. The front or forward ends of each of thesprings 34 are connected as at 9| to the yoke member 92 that is axiallyslidable on the governor shaft 93 rotatably mounted in the housing 94.The axis of each of the springs is disposed at an acute angle to the axiof the governor shaft and becomesmore acute as the Springs arelengthened. A sleeve 85 is axailly slidable on the shaft 93 and hasspaced flanges 96 and 9! between which is received the movable jaws 98of the fly-weights 93 that are pivoted as at Hill to a yoke member If)!fixed to a sleeve [02 through which the governor shaft 93 extends so asto be operatively connected to the engine shaft in any suitable manner,not shown. The fly-weights 99 are formed with inwardly disposed arms H33having pins 464 that engage the flange 96 so as to move the sleeve 95axially to the left as shown in Figure 11, when the speed of the shaftI02 moves the jaws 98 outwardly to the position as shown in Figure 11. Arock shaft 195 similar to the shaft 4'! previously described, isrotatably mounted in the housing 94 and carries the spaced arms I86(Fig. 13) which bear against the yoke member 9 2 which, in turn, engagethe thrust collar It"! which may be similar in operation to the thrustcollar 43 previously described. The plane of the springs 84 and theirassociated parts, it will be noted from Figure 13 of the drawing, lie inthe same horizontal plane as the governor shaft '93 and the springs areso positioned so as not to contact either the fly-weight jaws 93 whenextended to assume a more acute angle and the position as shown inFigure 11 during the operation of the governor.

It will be noted that in all forms of the invention shown, the springassembly or mounting is so constructed and associated with the governorshaft to increase the rate of the effective axial resultant of thespring forces when the yoke member on the governor shaft is displacedaxially and the springs extended to assume decreasing angles withrespect to the axis of the governor shaft for the purpose of increasingthe governed speed.

Theeffective axial resultant'force of the four springs as disclosed inFigure 2 will be four times the tension-of the individual springsmultiplied by the cosine of the angle between the axes of the springsand the plane of the axis of the governor shaft through the median lineof the spring mountings.

The forces exerted on the thrust collar, of

on the throttle valve.

course, can be readily computed by tests at suitable'rotativespe'eds atthe full-load and noload positions of the thrust collar. The flyweightsmust be so proportioned that the force for full-load position is morethan 55% of the force at .no-load position. Moreover, calculations :maybe made for the highest rotative speed of the governor shaft 2! requiredfor control of the largest engineon which the governor may be-used. The.samegovernor unit with the same springs may be .used for manyinstallations using lower rotative speeds for smaller engines employingsmaller throttle valves. In this way, a standardunit-canbe made with theadvantages from -:a cost-standpoint, offlarger and more economical,production of .a single model.

Usingfly-weights, such as shown, it has been found that=a springassembly or .attachment in which the outside angle of each pair ofsprings approximates 94 for the highest .speed adjustment atno-loadposition, gives satisfactory results at lower speeds when thecharacteristics of the auxiliary spring .51 are selected to-overbalancethe reactive force on the throttle actuating .lever 53-due to gasvelocity .closing forces Variations in theauxiliary spring .5! aretheonly ones required for various installations and it is to be observedthat several speed adjustment, is somewhat less than the proportion atthose positions, for high-speed adjustment. This .is necessary becausethe required rate of throttle valve opening with increasing loads .issomewhat less at low engine speed than at high speed, thoughnotsufficiently less to give satisfactory results when using a spring ofuniform deflection rate at various adjustments. 'At cut-01f at low speedadjustment the valve will start to close slightly early, but forlO or 15degreesof movement its throttling effect will 'bevery slight. vIt willbe seen that the auxiliary spring "5'1 coacts with the main springassembly to provide a complete system of control. Moreover, by virtue ofthe adjustability of the auxiliary spring 5?, it has been found to be ofgreat value in special applications at fixed speeds.

In'Figure 14, the ordinates represent the total thrust collar movementand the abscissae indicate the thrust in pounds, so that the forces areplotted against the travel of the thrust collar along the governor mainshaft. The open valve position is represented .at the left and thenoload valve position at the right. The spring force curves are lettered'N,,P, .S, R, O, M and T, and are numbered l to 8, inclusive. Theselines are dotted and solid and arranged in transverse ,pa'irs, the.lower ordotted line of each pair representing the mainspring system,the upper solid line the totalforce including the auxiliary springforce. It will'be noted that theauxiliary spring .force in'the numberedcurve lines are the same values showing the performance of variablespeed units'without change in the auxiliary spring "tension or in theposition of the spring service.

9 level. The spring thrust force. is indicated on this chart. Thetransverse dotted and solid lines I and indicate a maximum of 3000 R. P.M.;

7' the transverse lines 2 and '6 a maximum of 2302 R. P. M.; transverselines 3 and l a maximum of 1656 and transverse lines 4 and '8 a maximumof 1152 R. P. M.; the transverse lines NT and NM a maximum of 2687 R. P.M.

The lettered curves show the effect of changing the auxiliary springarrangement for more accurate performance at a certain speed. The linesPO and NM represent the same adjustment of the auxiliary spring as inthe other curves and the lines SR and NT show the effect of addingtension in the auxiliary spring and changing the position of theauxiliary spring lever. The effective deflection rates of both the mainspring system and the auxiliary spring .system, on a pounds per inchbasis, are diminished, as is required to make the governor more tion are.251, .265, .277 and .287 inches, respec- 'tively. From these figuresand the lengths and deflectionrates of the springs, the thrusts arereadily computed. The forces plotted are for a single spring of the mainspring system and, accordingly, to keep the correct proportion,onefourth of the auxiliary spring tension is shown in each case. Theengine performance chart shown .in Figure 15 is correlated with thespring force chart, the points at the left side of the force diaphragmshowing the forces for wide open throttle, from which are computed thespeeds at which the governor valve starts to close. It will be notedthat at some speeds, with normal auxiliary setting, the governor valvecan close slightly without affecting the power in the load range used inindustrial engines. g

The ordinates in this chart represent the .R. P. M. of the engine, whilethe abscissae indicate the H. P. The oblique line A shows thehorse-power of the engine at all speeds with open throttle, and thenearly vertical or upright lines B show the speeds at which the engineoperates under reduced loads at various governor settings. With a 1.25to 1 ratio of governor shaft to engine shaft speed, the 3000 R. P. M.speed of the governor shaft corresponds to 2400 R. P. M. engine speed.With some other ratio, such as 1.5 to 1,

vention shown are merely illustrative and that I claim: 1. In acentrifugal governor, a housing, a governor shaft rotatably mounted inthe housing,

centrifugal means connected to said shaft so as to be operable by thespeeds thereof, a spring assembly for resisting, the thrust resultantsof the centrifugal operation of the governor at various speeds, saidspring assembly including a supporting shaft mounted in the housing, atleast one pair of springs disposed on opposite sides and at an anglerelativetothe governor shaft, said springs having inner and outer ends,a yoke member axially slidable on the governor shaft, the inner ends ofsaid springsbeing connected to said yoke member, means pivotallyconnecting the outer ends of the springs to said supporting shaft, andyieldable means for normallyurging the thrust member axially toward thecentrifugal 7 means.

2. In a centrifugal governor, a housing, a governor shaft rotatablymounted in the housing, centrifugal means connected to said shaft so asto be operable by the speeds thereof, a spring assembly for resistingthe thrust resultants of the centrifugal operation of the governor atvariousspeeds, said spring assembly including a rock shaft mounted insaid housing and at an' angle relative to the governor shaft, at leastone pair of springs disposed on opposite sides and at an acute anglerelative to the governor shaft, a yoke m'ember axially slidable on thegovernor shaft, the

converging ends of" the springs being connected to said yoke member,means pivotally connecting the diverging ends of the springs to saidrook shaft, an axially displaceable thrust member on the governor shaftbetween the centrifugal means and said yoke member, and yieldable meansfor normally urging the thrust member axially toward the centrifugalmeans.

3. In a centrifugal governor, a housing, a governor shaft rotatablymounted in the housing, centrifugal means connected to saidshaft so asto be operable by the speeds thereof, a spring assembly for resistingthe thrust resultants of the centrifugal operation of the governor atvarious speeds, said spring assembly including a rock shaft mounted insaid housing and disposed transversely of the governor shaft, at leastone pair of springs disposed on opposite sides and at an acute anglerelative to the governor shaft, a

yoke 'rh'ember axially slidable on the governor the range of adjustment3 would be reduced,

while the accuracy of the governor at the various speeds would beincreased. The broken lines MN and TN correspond to thebroken linesinthe force diagram, and show a marked change in performancecharacteristicby a change in the auxiliary spring and lever setting.'The dotted It will be understood that the forms of theinable means fornormally urging the thrust mem- .ber axially toward the centrifugalmeans, said spring meansbeing operable when adjusted for increase in thespeed of rotation of the governor shaft to assume decreasing anglesrelative to the shaft axis as the speed of the governor shaft increases.

4. In a centrifugal governor, a housing, a governor shaft rotatablymounted in the housing,

centrifugal means connected to said shaft so as to be operable by thespeeds thereof, a spring assembly for'resisting the thrust resultants ofthe centrifugal;operation'pf the governor at various speeds, said springassembly including a rock shaft, spaced pairsof co actingspringsdisposed on opposite sides and at an acute angle relative to thegovernor shaft, a yoke: member axially slidable on the governor shaft,the con.- verging ends of the springs being connected to said yokemember, means pivotally connecting the diverging end of the springs tosaid rock shaft, an axially displaceable thrust member on the governorshaft, and yieldable means for normally urging the thrust member axiallytoward the centrifugal means.

5. In a centrifugal governor, a housing, agovernor shaft rotatablymounted in the housing, centrifugal means connected to said shaft so asto be operable by the speeds thereof, a spring assembly forresisting'the thrust resultants of the centrifugal operation of thegovernor at'various speeds, said spring assembly including: a, rockshaft, a pair of inclined springs disposed at an acute angle relative tothe governor shaft and positioned on opposite sides-thereof, a yokemember axially slidable on the governor shaft, the converging ends ofthe springs being connected to said yoke. member; link means pivotallyconnecting the diverging ends of'the'springs to said rock shaft, anaxially displaceable thrust member on the governor shaft; and: yieldablemeans for normally urging the thrust member axially toward thecentrifugal means.

6. In a centrifugal governor, a rotary governor shaft, fly-weightspivotally mounted on saidshaft so as to be movable radially thereto, asleeve axially slidable on said shaft and having spaced annular flanges,said fly-Weights normally being positionedbetween said flanges, meansoperativelyconnecting the -liy-weights to one of and axially slidable onthe governor shaft so as to engage and be movable with said thrustmember, a rock shaft mounted in said housing and having an arm engagingsaid thrust member, an auxiliary spring connected at one end to saidhousing, and meansv operatively'connecting, the

opposite end. of said auxiliary spring. to said rock shaft for normallyopposing; theiorceof the flyweights and arranged to be. overcome therebywhen the speed, offthe governor shaft moves the fly-weights outwardlyrelative to. the governor shaft.

'7. In a centrifugal governor, arotary governor shaft, fly-weightspivotally mounted on said shaft so as to be movable radially thereto, asleeve axially slidable on said. shaft and having spaced annularflanges, said fly-weights normally being positioned between saidflanges, means operatively connecting the fly-weights to one of saidflanges so that radial outward movement of the fly-weights displacesaxially the sleeve, a thrust member on said shaft and engaging the otherof said flanges, a spring assembly for resisting the thrust resultantsof the centrifugal operation of the governor at various speeds, saidspring assembly including two pairs of springs, each pair of springshaving converging outer ends, a yoke member axially slidable on saidgovernor shaft, means connecting the outer ends of said pairs of springsto said yoke member, a

rock shaft disposed transversely relative to. said.

governor'shaft, a pair of spaced depending levers fixed to said rockshaft so as to be movable therewith, spaced segmental members pivotallyconnected intermediate their'ends to said levers, the inner ends of saidpairs of springs being connected to said segmental members, an actuatingshaft rotatably mounted in said housing and having an arm engaging saidthrust member, yieldable means connected to said actuating shaft fornormally urging said arm against the thrust collar, and said pairs ofsprings being disposed at an angle to the axis of the governor shaft anddisplaceable to assume decreasing angles with respect to the governorshaft axis upon axial displacement of the yoke member by the radialmovement of the fly-Weights upon increase in speed of the governorshaft.

8. A spring assembly for variable speed centrifugal governors having agovernor shaft, said assembly including an actuating rock shaft havingspaced arms pivotally connected thereto and disposed transversely of thegovernor shaft, a yoke member axially slidable on the governor shaft,and inclined springs connected to said arms and said yoke member, saidsprings being disposedon opposite sides of the governor shaft andarranged to assume decreasing angles with respect to the governor shaftaxis upon axial displacement of the yoke member.

9. A spring assembly for variable speed centrifugal governors includingan actuating rock shaft, apair of spaced depending levers keyed to saidrock shaft, a segmental member pivotally connected intermediate its endto each of said levers, a transversely disposed yoke member axiallyslidable on the governor shaft, spaced pairs of inclined springsconnected at their forward ends to said yoke member, one pair of thesprings being connected at their rear ends to the ends of a segmentalmember, the other pair of springs being connected to the ends of theother seg mental member, and said pairs of springs being disposed onopposite sides of the governor-shaft and arranged to assume decreasingangles with respect to the governor shaft axis upon axial displacementof the yoke member.

10. A governor of the class described including a housing, a governorshaft rotatably mounted in the housing, fly-weights pivotally connectedto said governor shaft and movable radially and outwardly thereof whenthe shaft reach s a predetermined speed, a thrust collar axiallyslidable on said governor shaft and arranged normallyto engage thefly-weights for opposing the centrifugal action thereof, a yoke memberslidable on said governor shaft and engaging said thrust collar so as tobe displaceable therewith,

7 an actuating shaft rotatably mounted in the I'lOllSlIlg and extendingtransversely of the governor shaft, said actuating shaft having an armengaging said thrust collar for normally opposing the centrifugalactionof the fly-weights, an operating lever connected to said actuatingshaft, yieldable means connected to the housing and said actuating shaftfor urging said arm against said thrust collar, a spring assemblyincluding a rock shaft mounted in said housing for controlling the speedof the governor shaft, at least one pair of springs disposed on oppositesides and at an acute angle relative to the governor shaft, said springshaving inner and outer ends, the inner ends of said springs beingconnected to .said yoke member, means pivotally connecting the. outerends of the springs to saidrock shaft,

13 and means for angular adjustment of the rockshaft.

11. A governor of the class described, including a housing, a governorshaft rotatably mounted in the housing, fly-Weights pivotally connectedto said governor shaft and movable radially and outwardly thereof whenthe shaft reaches a predetermined speed, a thrust collar axiallyslidable on said governor shaft and arranged normally to engage thefly-weights for opposing the centrifugal action thereof, a yoke memberslidable on said governor shaft and engaging said thrust collar so as tobe displaceable therewith, an actuating shaft rotatably mounted in thehousing and extending transversely of the governor shaft, said actuatingshaft having an arm engaging said thrust collar for normally opposingthe centrifugal action of the fly-weights, an operatinglever and anangularly adjustable spring lever connected to said actuating shaft,yieldable means connected to the housing and said spring lever forurging said arm against said thrust collar, a spring assembly includinga rock shaft mounted in said housing for controlling the speed of thegovernor shaft, means operatively connecting said assembly to said yokemember, and means for angular adjustment of the rock-shaft.

JARVIS S. JENNINGS.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 694,948 Davis Mar. 11, 1902 1,576,933 Romeyn Mar. 16, 19262,544,352. Y Phelps et' a1.: Mar. 6, 1951

